Internal-combustion engine



Jan, 6, 1925.

l c. H. SHAME-IL INTERNAL COMBUSTI 0N ENGINE 2 Sheets-Sheet 1 Filed Noy.

c. H. SH ME-L INTERNAL COMBUSTION ENGINE 2 Sheets-Sheet Filed Nov. 30, 1921 Patented Jan. 6, 1925.

UNITED STATE v 1,522,391 ATENT QF-FIQ j v cnARLEs H. SHAMEL, or STONINGTO'N, ILLnvors.

s5 a alifiediie of ll Figure 5 is atop.

xnrnaunncomsusrron ENGINE.-

Applicati on filed N'ovem ber 30, 1921,. Serial No. 519,032,

To all whom it may concern.

Be it known that'I, CHAR ns SHAMEL, a citizen of the"United"States, living at stonington, Illinois, have invented a new and useful Internal-Combustion Engine, of

closed" at one end and theresulting expansive energy of the hot gases produced used to actuate the reciprocating piston which closes the other end of the cylinder and thus by ordinary intermediate apparatus of connectingrod, crank shaft, etc.', made to perform work.

Asis well known, the four cycle type, is the most used form of internal combustion engines. Although two cycle engines are simpler in construction andfurnish approximately twice as much power as a four cycle engine of the same size and number of'cylinders, they are, nevertheless, owing to a number of causes, not nearly so frequently used at the present time as four cycle engines, particularly in tlievarious -kinds of motor vehicles.

The purpose of my inventionis to furnish a two cycle internal combustion engine which will eliminate the objectionable featuresand supply a two cycle engine which will be'as reliable and economicalin operation, simpler and cheaper-in construction and approximately twice as powerful for the same size and number of cylinders as a four cycle engine. I accomplish this purpose bymechanism, one form of which is illustrated in the accompanying drawings, in which v Figure 1 is a perspective external view of the cylinders and cylinder head extensions ,of a twocylinder unit.

Figure 2 is a perspective view of the pistonfor the left hand cylinder of Figure 1. Figure 3 is a cut-away view showing the relative interior arrangement of the various cylinders "and pistons.

line i l-40f Figured.

Figure 4 is a horizontal section on the V I profile view of Fig. :1. Figure 6 1s a horizontal section'showing p ssion valves, herejacket notshown after described, on'a horizontal section corresponding to t-' of Figurel."

Similar nume1-als refer"'to similar parts throughout the 'several 'views. This engine must be constructed in units,

each containing two combustion cylinders I and accessory mechanism."flReferring to Figures 1 to 4, 1 and 2 are the left and right cylinders respectively 'of'a two-cylinder unit'the diameter of thelow'er third of which is from one third to three fourths greater than thedi'ameter of "the upper two thirds, the left wall of theleft cylinder belng straight with all of'exces's diameter of the lower third on the'right side; Likewise the right side of the right cylinder" is stralght, with all of the excessdiameter of the lower third on the right side.

3 and 4 are small cylinders rising from the excess diameter of the lower third of 1 and 2. 5 and 6 are cylinder head ex-,.

tensions having a capacity equal to the'de sired clearance, each of which connects the mlddle part of small cylinders 4 and3respectlvely with the top of large cylinders 1 and 2 respectively, that is, 6 connects 2 with 3 and 5 'connects l with 4. 7,-7, are spark plugs; 8 and 9 are pistons; There are two of these, one for thefright, the other for the left cylinder but o-therwise identical. These are each made of three parts, 20, 21am 22, rigidly. fasten'ed together, each of saidparts fitting the corresponding part of the cylinders land 3 each of these parts of'the pistons 8"and 9 have piston 'rings, 12, 13, 14, 15, 16, 17, 18 and 19 for making (with proper lubrication) gas tight joints with the corresponding parts of'the cylinder; More piston rings may be used wherever needed to make gas-tight joints. 24: is a slot in the small piston 21,

corresponding to the end of the head extension 6 into the small cylinder 3; 4:2 is a corresponding slot in the small valve piston member of the piston group 9. 33 and 34 are open chambers in communication with L:

the interior of 'piston v21 and. th'ecorrespondving partof the rightpiston by the openings 23", formed theupwardf'extension of the walls of the wide lowerfthird'offl and2.

A part of thesespaces are cut ofl by proper wallsto form the spaces 35, 36, 37','38,'Wl1i0h arefilled with cooling watenbeing in communication with the Ordinary avatar jacket of an internal combustion nglne (water ils) 7 23 1 are openings in the lower portion of the part 21 of the piston 8 and the corresponding part of piston 9 so that there is communication at all positions of its stroke between the space 33 and the interior of said part 21, the upper end of which is open and the same for the corresponding part of piston 9 and space 34. 25 and 27 are connecting rods between thepistons Sand 9 and the crankshaft 26 which revolves in the bear ings 30; 31 and 32 are inwardly opening valves for the admission of pure air or fuel and air mixed (from pipes not shown) into the partial vacuum created in spaces 33 and 34 when the piston 8 moves downward. 3' and 4 of Figure 6 show a modified form of admission valves each of which is of sutlicient diameter to occupy nearly all of the space between the upper parts of thermain cylinders in which parts combustion occurs. In this form approximately the upper two thirds only of the piston admission valves 3 and 4 are cylindrical being mounted on and actuated by stems 44 and 45 extending upward from the outer edge of larger lower third of the pistons 8 and 9.

In this type of internal COIHbUStlOII QD- gines of such size that the pressure during the working stroke on the admission valve pistons 21 and 22 is objectionable such pressure can be entirely neutralized by a slight enlargement of the whole diameter of the cylinders 3 and 4 at the places, 46 and 47, where the extension of the head of the opposite cylinder joins on, so that the pres sure in the combustion cylinder during the working stroke will be transmitted to all sides of the said valve pistons thus be entirely balanced or neutralized.

The operation of the engine, when using as combustible either a mixture of natural or illuminating gas and air or of gasoline vapor and air (which are the combustibles for which the form shown in the figures are adapted) is as follows: Assume that piston 8 is in the position shown in Figure 3 and that the compressed mixture of gas and air has been ignited by the proper y timed spark from the spark plug 7 this will force the entire piston 8 downward and the part 22 thereof will create a partial vacuum in the space 33, which will open the valve 31 and thus admit (through a connecting pipe not shown) the combustible mixture so that when the piston 8 is at the bottom of its downward stroke all of the excess lower third of the cylinder 1, the space 33 and the interior of the small cylinder 3 will be filled with such combustible mixture, it being assumed that the space 33 and interior of 21 were alreadv filled with said mixture, then when the piston 8 moves upward by the action of the r crank 26fthe part 22 thereof will compress this combustible mixture and force/it into 'made, as above described, with the compressed combustible mixture in 33 and 3, consequently said mixture will rush through 24 and 6 into the top of 2'and expel the products of the previous combustion'through the port 11 and likewise at the same time till 2 with a. fresh charge of combustible mixture; by the time this is accomplished the piston 9 will have started on its upward move which will close the exhaust port 11 at the same instant that the part 21 of piston 8 has moved down the same amount, thus moving the opening 24 therein below the open- ,ing through 3 into the end of the head 6,

so that the charge of combustible mixture will be entirely confined and consequently compressed by the upward movementof the head 40 of the piston 9 until it is ignited by the properly timed spark from the spark plug 7 when piston 9 is at or near the top ot its movement according to ClQSlIGCl' tun-V ing of the ignition; the ensuing combus} tion then forces the piston 9 downward whereupon the same process of suction of combustible mixture and subsequent compression and combustion thereof takes place in the various parts of cylinder 1 as just described for cylinder 2, and this action continues alternately so long as the engine operates. V

This engine can also ously used with liquid fuel such as kero- Sene, crude oil, alcohol, etc., by replac- 7 ing the spark plug 7 with the oil injecting apparatus shown in detail in Figure 2 of my appllcation :No. 459,374, series 1915, for a patent for an improvement m interbe very advantage- 7 a nal combustion engine, in which case it" would also be necessary inorder to actuate such injecting apparatus, to have a projection in the center of the parts 20' and 36 of cylinders 8 and 9 respectively similar to that'shown at 34, Figure 1 in only said previous application No; 459,374. If operated with said injecting apparatus only pure air would be drawn in through the valves 31 and 32. V

It will be at once perceived by those familiar with the operation of the various types of internal combustion engines that my invention will have important advan-. tages over existing types of two :cycle engines particularly in the following re-,

spects, among others:

It will eliminate the serious troubles arising from compressing the combustible mixture in the crank case such as leakage of combustible mixture, dilution of lubricating oil by gasoline, difiiculty of access to bearings, etc., and will also enable the compression of the mixture to be adjusted as desired by varying the relative size of the mixture compressing parts of the pistons and cylinders. scavenging can be made especially effective where liquid fuel is being used, and pure air compressed as when using the injection apparatus shown in my slaid application No. 469,374, because the compression of the air to be introduced can be so adjusted that nearly all of the products of combustion will be driven out or scavenged.

2. The injection of the fuel at the top of the power cylinder instead of at the side as in ordinary two cycle internal combustion engines will permit much better scavenging with no loss of combustible such as occurs in the ordinary two cycle form in which in spite of the deflecting rib on the top of the piston, some of the combustible mixture rushes directly across to the exhaust port and passes out with the spent gases before that port is closed. If the combustible mixture is admitted at the top this will not occur and by pro-per adjustment and particularly the use of exhaust ports on two or more sides of the cylinder with a slightly elevated center of the piston the scavenging can without loss of combustible mixture be made superior to that of the best four cycle type so that instead of this form of two cycle engine being inferior like ordinary twocycle engine to the four cycle type, in the amount of brake horse power secured from a given amount of fuel it will be superior and furnish more power from the same amount of fuel.

I expressly disclaim limiting myself to the particular construction shown in the accompanying drawings and description for the principles therein embodied can also be used in other forms and constructions of internal combustion engines such as horizontal, inclined, opposed, etc., and with other methods of power transmission than connecting rod and crank.

I claim 1. In a two cycle internal combustion engine, in combination, two main cylinders,

each with a curved top extended in diminishing size to form a duct which meets a small cylinder rising from the top of the other main cylinders, thereby furnishing means for introducing into the combustion chamber of such other cylinder combustible mixture previously lightly compressed.

2. In a. two cylinder internal combustion engine, each cylinder comprising a combustion chamber and a separate compression chamber, pistons for each cylinder, separate means positively actuated by each piston toconnect its separate compression chamber with the combustion chamber of the other cylinder.

3. In a two-cylinder, two cycle, internal combustion engine, each cylinder compris ing a combustion chamber and a separate compression chamber, pistons for each cylinder, and separate means positively actuated by each piston to connect its separate compression chamber with the combustion chamber of the other cylinder.

4. In a two-cylinder internal combustion engine, each cylinder comprising a combustion chamber, and a separate compression chamber, pistons for each cylinder and separate means, positively actuated by each piston, to connect its separate compression chamber with the top of the combustion chamber of the other cylinder.

5. In a two-cylinder internal combustion engine, each cylinder comprising a combustion chamber and a separate compression chamber, pistons for each cylinder and separate means consisting of a piston valve attached to each piston and positively actuated thereby, to connect its separate compression chamber with the combustion chamber of the other cylinder.

6. In a two-cylinder internal combustion engine, each cylinder comprising a combustion chamber and a separate compression chamber, pistons for each cylinder, separate means consisting of a piston valve attached to each piston and positively actuated thereby to connect its separate compression chamber with the top of the combustion chamber of the other cylinder.

CHARLES H. SHAMEL. Witnesses H. F. WETZEL, G. C. Es'rEs. 

